Lateral motion freight car truck



F. L. BARBER ET Al. 1,372,102 LATERALHOTION FREIGH'-Il CAR TRUQK Aug.' 16, 1932.

2 sheets-sheet 1 v Filed Sept.

Aug. 16, 1932.

L.. BARBER ET AL 1,872,102

LATERAL MOTION FREIGHT CAR TRUCK Filedept. 17. 1931 2 sheets-sheet 2 Patented Aug. 16, 1932 UNITED STATES PATENT OFFICE FRANKLIN L. BAR-BER AND EDWIN W. WEBB, OF CHICAGO, ILLINOIS, ASSIGNORS '.'LOv

STANDARD CAR TRUCK COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF NEW JERSEY LATERAL MOTION FREIGHT CAB TRUCK Application led September 17, 1931.

Our invention has for its object to provide a high capacity lateral motion freight car truck.

Within the recent past, the National Mall the ends of the bolster, and the other set reacting against the bottom horizontal web of the side frame and taking part of the weight from the bolster through depending legs projecting downwards therefrom and resting on spring caps carried by the said lower set of sprmgs. The said car truck above outlined has a. capacity equal to or exceeding 50 tons. We have modified the design of the above described truck so as to uip the same with roller bearing lateral motion devices.

To the ends above stated, our invention consists of the novel devices and novel combinations of device hereinafter described and pointed out in the claims.

preferred embodiment of our invention is illustrated in the accompanying drawings wherein like notations refer to like parts throughout the several views.

In said drawings,

Fig. 1 is a view partly in vertical cross section through the central part of one of the side frames and partly in elevation, illustrating the structure of the side frames and the relations thereto of the main or primary bolster of the truck, and the supplemental, or laterally movable bolster of the truck, with some portions broken away;

Fig. 2 is a view of the parts shown in Fig. l, in side elevation, in respect to the truck with some portions shown in vertical section and others broken away;.

Fig. 3 is a view partly in plan, and partly Serial N0. 563,337.

in horizontal section, showing the relations of the two holsters to each other and to'some of the other parts shown in Figs. l and 2;

Fig. 4 is a vertical section on the line 4-4 of Fig. l showing the relations of the two bolsters at the cross center of the truck; and

Fig. 5 is a vertical section on the line 5 5 of Fig. l, showing a retaining device for preventing the supplemental or traveling bolster from being detached from the main or pri-- mary bolster when the truck is in use, or the holsters are in storage or shipment.

r1`he numeral 6 represents the body portion of one of the side frames of the truck. These side frames, as shown, have double walls at their central portions inte rally connected together by cross webs, o? which it will be suilicient to note the. bottom web 6a and the central web 6b. This central web 6b extends outward and inward beyond the two vertical walls of the side frame. Directly above the said web 6b, the side frames are provided with bolster openings 7 the vertical walls of which serve as columns to the ends of the main or primary bolster 8.4 The said overlie and rest upon the upper ends of a set.

of coiled Springs 9 which rest upon and reactagainst the horizontal web 6b of the side frame.

The said primary bolster 8 is also provided on its end portions with downwardly extended legs 10, the lower ends of which rest on spring caps 11 supported by springs 12 which rest on and re-act from the lower web 6a of the side frame, as best shown in Fig. 2.

The web 6b of the side frame is cut away or formed with openings 10a of the proper size to pass `the legs 10 therethrough and thereby also interconnect the two side frames with the primary bolster with free-dom for only vertical motion of the bolster in respect to the side frame. The numeral 13 represents a spring centering device which is shown lill as seated in the spring cap 11 with its upper end eXtending into the interior of the hollow leg 10 depending from the bolster. When the primary bolster is raised to its uppermost position, it is possible to place the parts 11, 12 and 13 in their proper working positions through the openings afforded by the spacing apart of the two vertical walls of the side frame.

By reference to Figs. 1 and 2, it will be seen that there are two sets of the springs 12 reacting on the lower web 6a of the side frame in a line lengthwise of the frame or truck and that there are two of the springs 9 reacting on the horizontal web 6b of the side frame under the overlying end portion of the primary bolster. It must be obvious therefore that the load on the primary bolster is distributed to the side frames through the said double set of springs, which cooperate to support the ends of said primary bolster.

It has already been stated that the primary bolter 8 is of U-shape in cross section, as best shown in Figs. 4 and 5.

This shape of said primary bolster 8 adapts it to receive guide and support a supplemental bolster 14 shown as of boxlike form.

in cross section, .and as having its central upper surface so constructed as to afford the lower section of `a center plate 15,.as best shown in Fig. 4, and partly shown also in Fig. l. This supplemental bolster 14 is of less length than the prima-ry bolster 8 and is of such cross dimension as to lit snugly within the body portion of the primary bolster 8, as shown in Figs. 1, 4 and 5. On the under faces of the supplemental bolster 14 near the opposite ends of the same are provided roller bearings 16, which rest on rollers 17 that rest upon and travel over roller bearings 18 carried by the primary bolster 8. The bearings 18 are shown in Fig. 5 as resting on an adjusting plate 19, removably secured to the bolster 8. With thiseonstruction, it is obvious that the'supplemental bolster 14 and any load which comes thereon from the body bolster to the car (not shown) can-have a limited lateral travel crosswise of the truck when the car is traveling around curves of the track, thereby greatly lessening the wear and tear on the wheel flanges and the rails and otherwise easing u to a considerable extent, the handlin o the load. At all points of the laterail travel of such supplemental bolster 14, it is of course obvious that the half' of the center plate carried by the bod bolster of the car will swivel in the half of t e center plate formed at the center of said supplemental bolster and marked with the numeral 15 in the drawings, so that the angular motion of the car body, in respect to the ear truck, will' take place in the usual manner.

In Figs. 1 and 5 of the drawings, the primary bolster 8 is shown as provided with a headed and nutted bolt 20 and the supplemental bolster 14 is shown as provided in its end wall with a notch 21 adapted to engage with the said bolt 20. The bolster has such a notch 21 at each of its opposite ends and there are two of tbe said bolts 20 properly positioned in the primary bolster 8 for cooperation with said notches 21 to hold the two bolsters 8 and 14 and the rollers 17 and their bearing plates in proper working position in respect to each other when in service, or when in storage and shipment. The said interconnected relationship of said holsters 8 and 14 is a factor of safety when the truck is in service.

It will, of course, be understood that changes in detail, sizes. proportions and relations of parts can be made without departing from the spirit of the invention herein disclosed and claimed.

lVhat is claimed is:

1. ln a ear truck` the combination with the side frames, of a primari/.bolster supported from said side frames with freedom for vertical motion thereon, a supplemental bolster supported from said primary bolster with freedom for lateral motion thereon crosswise of the truck, and which supplemental bolster has in its ends horizontal notches, and which primary bolster has near its ends horizontal cross pieces adapted to engage with said notches of said supplemental bolster, substantially as described and for the purposes set forth.

2. Ina car truck., the combination with the side framesgmf a primary bolster supported from said side frames withfreedom for vertical motion thereon, a centerplate-equipped supplemental bolster seated in and guided by said primary bolster, lateral motion roller bearings supporting said supplemental bolster from said primary bolster with freedom for lateral motion crosswise of the truck` and which supplemental bolster is provided in its ends with horizontal notches, and which primary bolster is provided `near its ends with hea-ded and nutted bolts adapted to engage with said notches, all for co-operation, substantially as described-and for the purposes set forth.

In testimony whereof we aix our signatures.

FRANKLIN L. BARBER. EDWIN W. WEBB. 

